CN107002563A - The control device of internal combustion engine - Google Patents
The control device of internal combustion engine Download PDFInfo
- Publication number
- CN107002563A CN107002563A CN201480083858.7A CN201480083858A CN107002563A CN 107002563 A CN107002563 A CN 107002563A CN 201480083858 A CN201480083858 A CN 201480083858A CN 107002563 A CN107002563 A CN 107002563A
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- Prior art keywords
- fuel
- compression ratio
- fuel cut
- mentioned
- combustion engine
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Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/30—Controlling fuel injection
- F02D41/38—Controlling fuel injection of the high pressure type
- F02D41/40—Controlling fuel injection of the high pressure type with means for controlling injection timing or duration
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B75/00—Other engines
- F02B75/04—Engines with variable distances between pistons at top dead-centre positions and cylinder heads
- F02B75/045—Engines with variable distances between pistons at top dead-centre positions and cylinder heads by means of a variable connecting rod length
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D15/00—Varying compression ratio
- F02D15/02—Varying compression ratio by alteration or displacement of piston stroke
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D29/00—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto
- F02D29/02—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto peculiar to engines driving vehicles; peculiar to engines driving variable pitch propellers
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D35/00—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for
- F02D35/02—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions
- F02D35/025—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions by determining temperatures inside the cylinder, e.g. combustion temperatures
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/021—Introducing corrections for particular conditions exterior to the engine
- F02D41/0235—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus
- F02D41/0295—Control according to the amount of oxygen that is stored on the exhaust gas treating apparatus
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/04—Introducing corrections for particular operating conditions
- F02D41/047—Taking into account fuel evaporation or wall wetting
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/04—Introducing corrections for particular operating conditions
- F02D41/12—Introducing corrections for particular operating conditions for deceleration
- F02D41/123—Introducing corrections for particular operating conditions for deceleration the fuel injection being cut-off
- F02D41/126—Introducing corrections for particular operating conditions for deceleration the fuel injection being cut-off transitional corrections at the end of the cut-off period
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
- Output Control And Ontrol Of Special Type Engine (AREA)
- Combined Controls Of Internal Combustion Engines (AREA)
Abstract
Have：1st Fuelinjection nozzle, it is directed injection of fuel into combustion chamber；And variable compression ratio, it can be changed by the top dead center position to piston and so that the compression ratio of internal combustion engine is changed, if defined fuel cut condition, then implement to make the fuel cut-off that the fuel injection of the 1st Fuelinjection nozzle stops, if fuel cut-off as defined in being set up in fuel cut-off recovers condition, restart the fuel injection of the 1st Fuelinjection nozzle.The wall surface temperature of combustion chamber is lower, then compression ratio when restarting fuel injection more less than determined according to operating condition it is normal when compression ratio.Thus, the top dead center position reduction of piston, can reduce the situation that fuel adheres to piston, can suppress the discharge rate of exhaust gas particle and the discharge quantity of exhaust gas particle.
Description
Technical field
The present invention relates to a kind of control device of the internal combustion engine to combustion chamber inner direct fuel.
Background technology
The internal combustion engine of currently known following Incylinder direct injection, i.e. sprayed by repeatedly splitting fuel in 1 burn cycle
It is incident upon in combustion chamber, so as to reduce each fuel injection amount, reduces attachment of the fuel to wall etc..
For example, Patent Document 1 discloses following technology, i.e. from the fuel injection into combustion chamber is temporary
The fuel cut off state that ground stops is when restarting fuel injection, during the fuel cut-off that the fuel injection into combustion chamber is stopped
Between length it is longer, then make segmentation spray in first injection quantity ratio more reduce so that the discharge quantity to exhaust gas particle is entered
Row suppresses.
However, in the patent document 1, if from fuel cut off state restart fuel injection when engine load
Low, the fuel injection amount in 1 burn cycle tails off, then due to Fuelinjection nozzle minimum fuel injection pulse width limit
System, it is possible to the number of times of the fuel injection in 1 burn cycle can not be divided into repeatedly, it is possible to can not make in segmentation injection
First injection quantity ratio reduce.Therefore, in patent document 1, when restarting fuel injection from fuel cut off state,
According to circumstances, the discharge rate of exhaust gas particle and the discharge quantity of exhaust gas particle are possible to increase.
Patent document 1：Japanese Unexamined Patent Publication 2012-241654 publications
The content of the invention
The control device of the internal combustion engine of the present invention has：Fuelinjection nozzle, it is directed injection of fuel into combustion chamber；With
And variable compression ratio, it can be changed by the top dead center position to piston and the compression ratio of internal combustion engine is occurred
Change, if fuel cut condition is set up specified in the traveling in vehicle, implementation makes the fuel from above-mentioned Fuelinjection nozzle
The fuel cut-off stopped is sprayed, sets up, restarts if recovering condition in fuel cut-off specified in above-mentioned fuel cut-off
From above-mentioned Fuelinjection nozzle spray fuel.Moreover, the wall surface temperature of combustion chamber is lower, then restart from above-mentioned fuel cut-off
Compression ratio during fuel injection more less than determined according to operating condition it is normal when compression ratio.
Thus, when restarting fuel injection from fuel cut-off, the top dead center position reduction of piston can reduce combustion
Expect situation about adhering to piston, the discharge rate of exhaust gas particle and the discharge quantity of exhaust gas particle can be suppressed.
Brief description of the drawings
Fig. 1 is the explanation figure for schematically showing the schematic configuration for applying the internal combustion engine of the present invention.
Compression ratio calculates corresponding diagram when Fig. 2 is normal.
Timing diagram when Fig. 3 is the vehicle deceleration with the fuel cut-off of the 1st embodiment.
Fig. 4 is the flow chart for the control flow for representing the 1st embodiment.
Fig. 5 is target compression ratio corresponding diagram in fuel cut-off.
Timing diagram when Fig. 6 is the vehicle deceleration with the fuel cut-off of the 2nd embodiment.
Fig. 7 is the flow chart for the control flow for representing the 2nd embodiment.
Fig. 8 is target compression ratio corresponding diagram in fuel cut-off.
Timing diagram when Fig. 9 is the vehicle deceleration with the fuel cut-off of the 3rd embodiment.
Figure 10 is the flow chart for the control flow for representing the 3rd embodiment.
Figure 11 is to calculate corresponding diagram on fuel injection opportunity.
Embodiment
Below, one embodiment of the present of invention is described in detail based on accompanying drawing.Fig. 1 represents to apply the interior of the present invention
The schematic configuration of combustion engine 1.In addition, internal combustion engine 1 is for example using gasoline as fuel.
In the combustion chamber 2 of internal combustion engine 1, intake channel 4 is connected with via intake valve 3, and is connected via air bleeding valve 5
There is exhaust channel 6.
The choke valve 7 of electronic control type is configured with intake channel 4.In the upstream side of choke valve 7, it is provided with empty to suction
The mass air flow sensor 8 that tolerance is detected.The detection signal of mass air flow sensor 8 is inputted to ECU (control unit of engine) 20.
Top in combustion chamber 2, spark plug 10 is configured with the mode relative with piston 9.Air inlet in the combustion chamber 2 is led to
The sidepiece of trackside, is configured with the 1st Fuelinjection nozzle 11 directed injection of fuel into combustion chamber 2.
It will be directed into by the fuel of the elevated pressures after high pressure fuel pump pressurization (not shown) via pressure regulator 12
1st Fuelinjection nozzle 11.Pressure regulator 12 can be made based on the control instruction from ECU20 to the 1st Fuelinjection nozzle 11
The pressure (fuel pressure) of the fuel of supply changes.
Three-way catalyst 13 is installed in exhaust channel 6.In addition, in exhaust channel 6, in the upstream side of three-way catalyst 13
The 1st air-fuel ratio sensor 14 is configured with, the 2nd air-fuel ratio sensor 15 is configured with the downstream of three-way catalyst 13.Air-fuel ratio
Sensor 14,15 can be the lambda sensor that the size only to air-fuel ratio is detected, or can result in and air-fuel
The wide area type air-fuel ratio sensor that the value of ratio is exported accordingly.
ECU20 is built-in with microcomputer, and various controls are carried out to internal combustion engine 1, based on the signal from various sensors
And handled.As various sensors, in addition to the above-mentioned air-fuel ratio sensor 14,15 of mass air flow sensor the 8, the 1st, the 2nd,
Also there is accel sensor 21, energy that the aperture (entering amount) of the accelerator pedal to being operated by driver is detected
Reach the CKP 22 detected together to the crank angle of internal-combustion engine rotational speed and bent axle 17, opening to choke valve 7
Spend cooling-water temperature sensor 24 that the throttling sensor 23, the coolant water temperature to internal combustion engine 1 that are detected detected, to engine oil
Oil temperature detected oil temperature sensor 25, speed is detected vehicle speed sensor 26, to the 1st Fuelinjection nozzle 11
Fuel pressure sensor 27 that the fuel pressure of supply is detected etc..
In ECU20, emitted dose and injection opportunity, spark based on above-mentioned detection signal to the 1st Fuelinjection nozzle 11
Ignition timing, aperture of choke valve 7 of plug 10 etc. are controlled.
In addition, internal combustion engine 1 is configured with fuel injection to intake channel 4 in the downstream of choke valve 7 for each cylinder
The 2nd interior Fuelinjection nozzle 16, additionally it is possible to which combustion chamber 2 is delivered fuel to by so-called port injection.
In addition, internal combustion engine 1 possesses variable compression ratio 32, the variable compression ratio 32 passes through in cylinder block 30
The top dead center position of the piston 9 reciprocated in cylinder 31 is changed and can change compression ratio (compression ratio of internal-combustion engine).
The crank-pin 33 of piston 9 and bent axle 17 is linked engaging by multiple connecting rods more and connected by the utilization of variable compression ratio 32
Rod piston-crank mechanism, has：Lower link 34, it is rotatably mounted in crank-pin 33；Upper connecting rod 35, under it will be above-mentioned
Connecting rod 34 and piston 9 link；Control shaft 36, it is provided with eccentric axial portion 37；And controls connecting rod 38, it is by the He of eccentric axial portion 37
Lower link 34 links.
One end of upper connecting rod 35 is rotatably mounted in piston pin 39, using the 1st connecting pin 40 by the another of upper connecting rod 35
End rotatably links with lower link 34.Using the 2nd connecting pin 41 by one end of controls connecting rod 38 rotatably with lower link 34
Link, the other end of controls connecting rod 38 is rotatably mounted in eccentric axial portion 37.
Control shaft 36 is configured to parallel with bent axle 17 and is rotatably supported at cylinder block 30.Moreover, via gear mechanism
42 and using motor 43 to the control shaft 36 carry out rotation driving, its rotation position is controlled.
The rotation position of control shaft 36 is changed using motor 43, so as to make lower link 34 by controls connecting rod 38
Posture changes, along with the piston movement (stroke characteristic) of piston 9, the i.e. top dead center position of piston 9 and bottom dead centre position
The change put, continuously carries out change control to the compression ratio of internal combustion engine 1.In addition, for example according to the output to motor 43
Detected value of motor rotation angle sensor 44 that the anglec of rotation of axle is detected etc. and the compression ratio for knowing internal combustion engine 1.
If defined fuel cut condition is set up in the deceleration of vehicle, ECU20 implements to make the 1st Fuelinjection nozzle 11
And the 2nd Fuelinjection nozzle 16 fuel injection stop fuel cut-off control.For example, after warming-up is finished internal-combustion engine rotational speed
In the case of being completely closed more than or equal to defined fuel cut-off rotating speed and choke valve 7, fuel cut condition establishment is set to,
ECU20 implements fuel cut-off control.Moreover, in the implementation process that fuel cut-off is controlled, if defined fuel cut-off recovers
Condition is set up, then ECU20 restarts the fuel injection of the 1st Fuelinjection nozzle 11.For example, in fuel cut-off control,
Enter into accelerator pedal and so that in the case that choke valve 7 is not in completely closed state, not entering into accelerator pedal and causing
In the case that internal-combustion engine rotational speed is less than or equal to defined fuel cut-off recovery rotating speed, it is set to fuel cut-off and recovers condition establishment,
ECU20 terminates fuel cut-off control.
If implementing fuel cut-off control, more oxygen is supplied to three-way catalyst 13.That is, in fuel cut-off control
In system, three-way catalyst 13 adsorbs substantial amounts of oxygen, captures oxygen from the NOx in waste gas at the end of fuel cut-off control and has
NOx may be caused to be difficult to reduce.Therefore, in the present embodiment, when fuel cut-off controls to terminate and restarts fuel injection,
The high concentration for implementing to be temporarily increased the fuel injection amount sprayed from the 1st Fuelinjection nozzle 11 is lighted a fire, and thus promotes three-way catalyst
The regeneration of 13 exhaust purifying capability (NOx reducing powers).
Here, in fuel cut-off control, the burning of internal combustion engine 1 stops, therefore the wall surface temperature of combustion chamber 2, i.e. piston
9th, the temperature reduction in cylinder inner wall face etc..Therefore, control to terminate and restart the combustion of the 1st Fuelinjection nozzle 11 in combustion cutoff
During material injection, the adhesion amount increase to the fuel in combustion chamber 2 to the grade of piston 9, exhaust gas particle are sprayed from the 1st Fuelinjection nozzle 11
Discharge rate, discharge quantity be likely to increase.
Therefore, in the 1st embodiment of the present invention, inhaled terminating fuel cut-off control from the 1st Fuelinjection nozzle 11
In the process of gas, when the reduction with the wall surface temperature of the combustion chamber 2 in fuel cut-off correspondingly makes to restart fuel injection
Compression ratio be less than determined according to operating condition it is normal when compression ratio.
For example, do not enter into accelerator pedal and internal-combustion engine rotational speed be less than or equal to defined fuel cut-off recover rotating speed and
So that in the case that fuel cut-off recovers condition establishment, compression ratio when restarting fuel injection is set as, at least below
Compression ratio during normal during idle running.In addition, entering into accelerator pedal in fuel cut-off control and choke valve 7 has been not in
The state of contract fully and cause fuel cut-off recover condition set up in the case of, compression ratio when restarting fuel injection is set
It is set to, compression ratio during at least below normal under operating condition when restarting fuel injection.
For example, as shown in Fig. 2 using it is normal when compression ratio calculate corresponding diagram and to it is normal when compression ratio carry out computing.Should
Compression ratio calculating corresponding diagram is set as that engine load is lower when normal, in addition, internal-combustion engine rotational speed is higher, then causes computing institute
It is normal when compression ratio it is higher.
Fig. 3 is the state from fuel cut-off control when the transition after fuel cut-off terminates for representing the 1st embodiment
Timing diagram.
In figure 3, set up in moment t1 fuel cut condition, do not enter into accelerator pedal and internal-combustion engine rotational speed be less than or
T2 at the time of equal to defined fuel cut-off recovery rotating speed, fuel cut-off recovers condition and set up.In addition, by the equivalent of specified time limit
It is to be temporarily increased from moment t2 than control.That is, during moment t2~moment t3, implement to cause from the 1st Fuelinjection nozzle
The high concentration igniting that the fuel injection amount of 11 injections is temporarily increased.
Moreover, in the 1st embodiment, the compression ratio at the end of fuel cut-off is controlled is set at less than in Fig. 3 by dotted line table
Show it is normal when compression ratio.When the compression ratio at the end of fuel cut-off control specifically, being set at less than into idle running
Compression ratio when normal.
In addition, after have passed through the stipulated time t3 timing at the time of high concentration lights a fire end, compression ratio change
For it is normal when compression ratio.Because, it is contemplated to the temperature of the piston 9 reduced in fuel cut-off lights a fire what is terminated in high concentration
The inabundant elevated situation of moment t3 timing.
So, when restarting fuel injection from the 1st Fuelinjection nozzle 11, by the way that compression ratio is set at less than normally
When compression ratio, can make the top dead center position of piston 9 reduces, and can reduce the fuel sprayed from the 1st Fuelinjection nozzle 11 to work
The situation of the attachment of plug 9.In addition, can increase the residual gas ratio in cylinder by reducing compression ratio, combustion can be promoted
The temperature rise of the wall of the combustion chamber 2 reduced during material cut-out.Therefore, terminate fuel cut-off control and from the 1st fuel injection
When valve 11 restarts fuel injection, when the compression ratio being illustrated by the broken lines in Fig. 3 is set into normal compared with the situation of compression ratio,
The discharge quantity of exhaust gas particle can be greatly reduced, and then the discharge rate of exhaust gas particle can be suppressed.That is, it can be cut by fuel
The implementation of disconnected control and take into account the reduction for realizing oil consumption and control fuel cut-off the deterioration of the exhaust performance after just terminating
Suppression.
In addition, in the 1st embodiment, the temperature of the wall of combustion chamber 2 is lower, more reduce from the 1st Fuelinjection nozzle 11
Restart compression ratio during fuel injection, the temperature of the wall of combustion chamber 2 is lower, more reduce the top dead center position of piston 9.
That is, compression ratio when restarting fuel injection from the 1st Fuelinjection nozzle 11 is set as that the temperature of the wall of combustion chamber 2 is got over
It is low so that the fuel ejected is more difficult to reach piston 9.Because, the wall surface temperature of combustion chamber 2 is lower, makes the 1st fuel
Injection valve 11 restarts the easier increase of adhesion amount of fuel to the piston 9 ejected during fuel injection.
Therefore, in the 1st embodiment, recover condition establishment in fuel cut-off and restart from the 1st Fuelinjection nozzle 11
During fuel injection, the adhesion amount of the fuel that ejects to piston 9 can be effectively reduced.
Also, in advance will pressure according to the temperature of the wall of combustion chamber 2 from fuel cut-off control in the 1st embodiment
Contracting is relatively low than control.Therefore, can be according to the wall of combustion chamber 2 when restarting fuel injection from the 1st Fuelinjection nozzle 11
Face temperature and compression ratio is set as without response lag relatively low, fuel can be effectively reduced to the adhesion amount of piston 9.
In addition, in the 1st embodiment, the compression ratio when making compression ratio revert to normal after high concentration igniting terminates, therefore
The situation that the fuel because caused by lighting a fire high concentration adheres to the wall of combustion chamber 2 can be efficiently reduced, is advantageously reduced useless
The discharge quantity of gas particles.
Fig. 4 is the flow chart for the control flow for representing above-mentioned 1st embodiment.In S11, whether fuel cut condition is judged
Set up, enter S12 in the case where fuel cut condition is set up, S17 is entered in the case where fuel cut condition is invalid.
In S12, the accumulative suction air in the engine load before will carrying out fuel cut-off control and fuel cut-off control is utilized
Amount etc. simultaneously carries out computing according to the arithmetic expression of regulation to piston temperature (ESPSTMP).In addition, to piston temperature
(ESPSTMP) when carrying out computing, coolant water temperature, the oil temperature of engine oil of internal combustion engine 1 can be used.In S13, to being used as combustion
Target compression ratio (CRFC) carries out computing in the fuel cut-off of the desired value of compression ratio in material cut-out.For example using shown in Fig. 5
Fuel cut-off in target compression ratio calculate corresponding diagram and in the fuel cut-off target compression ratio (CRFC) carry out computing, piston
Temperature (ESPSTMP) is lower, and target compression ratio (CRFC) is lower in the fuel cut-off.In addition, by targeted compression in fuel cut-off
Than being set as, it is assumed that even if with the compression ratio from the spray fuel of the 1st Fuelinjection nozzle 11, the discharge rate of exhaust gas particle also will not be big
Width deteriorates.
In S14, judge whether fuel cut-off terminates.Namely it is decided that fuel cut-off recovers whether condition is set up, if fuel
Cut off recovery condition and set up and then enter S15, recover to enter S12 if condition is invalid if fuel cut-off.In S15, using as
High concentration igniting in compression ratio desired value recovery when target compression ratio (CRFCR) be set to fuel cut-off recover condition will
Target compression ratio (CRFC) in the fuel cut-off obtained by computing is carried out before establishment.In S16, judge whether high concentration igniting ties
Beam.Specifically, S17 is entered in the case where have passed through the stipulated time from high concentration igniting end, in really not so feelings
Enter S15 under condition.In addition, in S16, can be set to enter S17 if high concentration igniting terminates.In S17, by target pressure
Contract be set as than (CR) using current engine load and internal-combustion engine rotational speed and according to above-mentioned Fig. 2 it is normal when compression ratio calculate
Corresponding diagram carry out computing obtained by it is normal when compression ratio (CR).
Below, the other embodiment to the present invention is illustrated.In addition, pair with above-mentioned 1st embodiment identical structure will
Element mark identical label simultaneously omits the explanation repeated.
The 2nd embodiment of the present invention is illustrated using Fig. 6~Fig. 8.2nd embodiment is formed as implementing with the above-mentioned 1st
Example same structure.In the 2nd embodiment, also identically with above-mentioned 1st embodiment, make end fuel cut-off control and from
Compression ratio when 1st Fuelinjection nozzle 11 restarts fuel injection be less than determined according to operating condition it is normal when compress
Than.But, in the 2nd embodiment, the compression ratio during fuel injection for restarting the 1st Fuelinjection nozzle 11 is set as,
The implementation time before fuel cut-off control will being carried out is longer, then the compression ratio is lower.
In figure 6, set up in moment t1 fuel cut condition, do not enter into accelerator pedal and internal-combustion engine rotational speed be less than or
T2 at the time of equal to defined fuel cut-off recovery rotating speed, fuel cut-off recovers condition and set up.In addition, by the equivalent of specified time limit
It is to be temporarily increased from moment t2 than control.That is, during moment t2~moment t3, implement to cause from the 1st Fuelinjection nozzle
The high concentration igniting that 11 fuel injection amounts ejected are temporarily increased.
Moreover, in the 2nd embodiment, being got over from moment t1 until the time that fuel cut-off recovers untill condition is set up
It is long, i.e. from moment t1 untill fuel cut-off recovers condition establishment, during the fuel cut-off that Time constant is counted
Count value is bigger, then compression ratio when will terminate fuel cut-off control and restarting fuel injection is set as lower.This be because
For fuel cut-off control time is more long, and the wall surface temperature of combustion chamber 2 is more reduced, and the 1st Fuelinjection nozzle 11 restarts fuel
The easier increase of adhesion amount of the fuel ejected during injection to piston 9.
Therefore, in such 2nd embodiment, opened again from the 1st Fuelinjection nozzle 11 in the control of end fuel cut-off
, also can be significantly when the compression ratio being illustrated by the broken lines in Fig. 6 is set into normal compared with the situation of compression ratio during beginning fuel injection
The discharge quantity of exhaust gas particle is reduced, and then the discharge rate of exhaust gas particle can be suppressed.In addition, in the 2nd embodiment, also can
It is enough to obtain and above-mentioned 1st embodiment identical action effect.
Fig. 7 is the flow chart for the control flow for representing above-mentioned 2nd embodiment.In S21, whether fuel cut condition is judged
Set up, enter S22 in the case where fuel cut condition is set up, S27 is entered in the case where fuel cut condition is invalid.
In S22, to fuel cut-off during count value (FCTCNT) carry out computing.In S23, to being used as the compression ratio in fuel cut-off
Target compression ratio (CRFC) carries out computing in the fuel cut-off of desired value.For example utilize target pressure in the fuel cut-off shown in Fig. 8
Scaling calculation corresponding diagram and computing is carried out to target compression ratio (CRFC) in the fuel cut-off, count value during fuel cut-off
(FCTCNT) bigger, then target compression ratio is lower in the fuel cut-off.In addition, target compression ratio in fuel cut-off is set as,
Even if assuming that with the compression ratio from the spray fuel of the 1st Fuelinjection nozzle 11, the discharge rate of exhaust gas particle also will not significantly deteriorate.
In S24, judge whether fuel cut-off terminates.Namely it is decided that fuel cut-off recovers whether condition is set up, if fuel
Cut off recovery condition and set up and then enter S25, recover to enter S22 if condition is invalid if fuel cut-off.In S25, using as
Target compression ratio (CRFCR) is set to recover condition i.e. in fuel cut-off during the recovery of the desired value of the compression ratio in high concentration igniting
By target compression ratio (CRFC) in the fuel cut-off obtained by progress computing before establishment.In S26, whether high concentration igniting is judged
Terminate.Specifically, S27 is entered in the case where have passed through the stipulated time from high concentration igniting end, really not so
In the case of enter S25.In addition, in S26, can be set to enter S27 if high concentration igniting terminates.In S27, by target
Compression ratio (CR) be set as using current engine load and internal-combustion engine rotational speed and according to above-mentioned Fig. 2 it is normal when compression ratio meter
Calculate corresponding diagram carry out computing obtained by it is normal when compression ratio (CR).
The 3rd embodiment of the present invention is illustrated using Fig. 9~Figure 11.3rd embodiment is formed as implementing with the above-mentioned 1st
Example same structure.In the 3rd embodiment, also identically with above-mentioned 1st embodiment, make end fuel cut-off control and from
Compression ratio when 1st Fuelinjection nozzle 11 restarts fuel injection be less than determined according to operating condition it is normal when compress
Than.But, in the 3rd embodiment, when restarting the fuel injection of the 1st Fuelinjection nozzle 11 in air-breathing process, with pressure
The reduction of contracting ratio correspondingly makes fuel injection opportunity shift to an earlier date and make it relatively close to top dead centre.
In fig .9, set up in moment t1 fuel cut condition, do not enter into accelerator pedal and internal-combustion engine rotational speed be less than or
T2 at the time of equal to defined fuel cut-off recovery rotating speed, fuel cut-off recovers condition and set up.In addition, by the equivalent of specified time limit
It is to be temporarily increased from moment t2 than control.That is, during moment t2~moment t3, implement to cause from the 1st Fuelinjection nozzle
The high concentration igniting that 11 fuel injection amounts ejected are temporarily increased.
Moreover, in the 3rd embodiment, fuel injection when will terminate fuel cut-off control and restart fuel injection
Opportunity is set as, the value of the compression ratio correspondingly reduced according to the reduction with the temperature of the wall temperature of combustion chamber 2 and shift to an earlier date.That is, exist
The compression ratio that fuel cut-off recovers set when condition is set up is lower, then makes the fuel spray for restarting the 1st Fuelinjection nozzle 11
Fuel injection opportunity when penetrating more shifts to an earlier date.
In such 3rd embodiment, fuel is restarted from the 1st Fuelinjection nozzle 11 in the control of end fuel cut-off
During injection, when the compression ratio being illustrated by the broken lines in Fig. 9 is set into normal compared with the situation of compression ratio, it can also be greatly reduced useless
The discharge quantity of gas particles, and then the discharge rate of exhaust gas particle can be suppressed.In addition, in the 3rd embodiment, also resulting in
With above-mentioned 1st embodiment identical action effect.
In addition, in the 3rd embodiment, the fuel that is ejected from the 1st Fuelinjection nozzle 11 can be suppressed to the attached of piston 9
, and the mixing of the fuel in combustion chamber 2 can be improved by spray fuel as early as possible.That is, in the 3rd embodiment,
When terminating fuel cut-off control, make compression ratio less than it is normal when compression ratio, but with not making fuel injection opportunity according to fuel cut-off
The compression ratio that sets when recovery condition is set up and situation in advance is compared, can further suppress the discharge rate of exhaust gas particle.
Figure 10 is the flow chart for the control flow for representing above-mentioned 3rd embodiment.In S31, judge that fuel cut condition is
It is no to set up, enter S32 in the case where fuel cut condition is set up, S39 is entered in the case where fuel cut condition is invalid.
It is empty using the accumulative suction in the engine load before will carrying out fuel cut-off control and fuel cut-off control in S32
Tolerance etc. simultaneously carries out computing according to the arithmetic expression of regulation to piston temperature (ESPSTMP).In addition, to piston temperature
(ESPSTMP) when carrying out computing, coolant water temperature, the oil temperature of engine oil of internal combustion engine 1 can be used.In S33, to being used as combustion
Target compression ratio (CRFC) carries out computing in the fuel cut-off of the desired value of compression ratio in material cut-out.For example utilize above-mentioned Fig. 5
Target compression ratio calculates corresponding diagram and computing is carried out to target compression ratio (CRFC) in the fuel cut-off in shown fuel cut-off,
Piston temperature (ESPSTMP) is lower, then target compression ratio is lower in the fuel cut-off.In addition, by targeted compression in fuel cut-off
Than being set as, it is assumed that even if with the compression ratio from the spray fuel of the 1st Fuelinjection nozzle 11, the discharge rate of exhaust gas particle also will not be big
Width deteriorates.
In S34, computing is carried out to fuel injection opportunity (TITM).For example counted using the fuel injection opportunity shown in Figure 11
Calculate corresponding diagram and computing is carried out to the fuel injection opportunity (TITM), target compression ratio (CRFC) is lower in fuel cut-off, then makes
Must more it shift to an earlier date on the fuel injection opportunity.
In S35, judge whether fuel cut-off terminates.Namely it is decided that fuel cut-off recovers whether condition is set up, if fuel
Cut off recovery condition and set up and then enter S36, recover to enter S32 if condition is invalid if fuel cut-off.In S36, using as
High concentration igniting in compression ratio desired value recovery when target compression ratio (CRFCR) be set to fuel cut-off recover condition will
Target compression ratio (CRFC) in the fuel cut-off obtained by computing is carried out before establishment.In S37, by fuel injection opportunity when recovering
(TITMFCR) it is set to recover to carry out the fuel injection opportunity (TITM) obtained by computing before condition will be set up in fuel cut-off.
In S38, judge whether high concentration igniting terminates.Specifically, it have passed through the stipulated time terminating from high concentration igniting
In the case of enter S39, in the case of really not so enter S36.In addition, in S38, if high concentration igniting can be formed as
Terminate then to enter S39.In S39, target compression ratio (CR) is set as to utilize current engine load and internal-combustion engine rotational speed
And according to above-mentioned Fig. 2 it is normal when compression ratio calculate corresponding diagram carry out computing obtained by it is normal when compression ratio (CR).In S40,
Using current engine load and internal-combustion engine rotational speed to it is normal when target injection opportunity carry out computing.Correspondence can for example be utilized
Figure etc. to it is normal when target injection opportunity calculate.
In addition, in the structure that the 1st Fuelinjection nozzle 11 is configured at the top wall of the combustion chamber 2 relative with piston 9, with inciting somebody to action
The structure that 1st Fuelinjection nozzle 11 is configured at the sidepiece of the intake channel side of combustion chamber 2 is compared, and is reduced compression ratio and is being made work
During the top dead center position reduction of plug 9, the effect increase for the situation that fuel adheres to piston 9, the discharge quantity of exhaust gas particle are reduced
And the effect of the discharge rate reduction of exhaust gas particle also increases.
The compression ratio that fuel cut-off can be recovered when condition is set up is set as that fuel cut-off recovers interior when condition is set up
The more low then compression ratio of combustion engine rotating speed is lower.
The decrease speed of the more low then piston 9 of internal-combustion engine rotational speed is slower, so if fuel cut-off recovers when condition is set up
Internal-combustion engine rotational speed is more low then more to reduce the top dead center position of piston 9, then advantageously reduces the situation that fuel adheres to piston 9.
Furthermore it is possible to which compression ratio fuel cut-off recovered when condition is set up is set as, fuel cut-off recovers condition and set up
When the more high then compression ratio of engine load it is lower.
The more high then fuel injection amount of engine load is more, so if fuel cut-off recovers internal combustion engine when condition is set up
Load is more high then more to reduce the top dead center position of piston 9, then advantageously reduces the situation that fuel adheres to piston 9.
Claims (5)
1. a kind of control device of internal combustion engine, it has：Fuelinjection nozzle, it is directed injection of fuel into combustion chamber；And
Variable compression ratio, it can be changed by the top dead center position to piston and so that the compression ratio of internal combustion engine becomes
More,
If fuel cut condition specified in the traveling in vehicle is set up, implement to make the fuel spray from above-mentioned Fuelinjection nozzle
Fuel cut-off only is hit,
If recovering condition in fuel cut-off specified in above-mentioned fuel cut-off to set up, restart from above-mentioned Fuelinjection nozzle
Fuel injection, wherein,
The wall surface temperature of combustion chamber is lower, then compression ratio when restarting fuel injection from above-mentioned fuel cut-off is more less than root
Determined according to operating condition it is normal when compression ratio.
2. the control device of internal combustion engine according to claim 1, wherein,
Reduce the compression ratio of internal combustion engine in advance in above-mentioned fuel cut-off.
3. the control device of internal combustion engine according to claim 1 or 2, wherein,
Longer during above-mentioned fuel cut-off, then compression ratio when restarting fuel injection from above-mentioned fuel cut-off is more less than
Compression ratio when above-mentioned normal.
4. the control device of internal combustion engine according to any one of claim 1 to 3, wherein,
Compression ratio when set compression ratio is more less than above-mentioned normal when restarting fuel injection, then more make from above-mentioned fuel
Having cut off fuel injection opportunity when restarting fuel injection shifts to an earlier date.
5. the control device of internal combustion engine according to any one of claim 1 to 4, wherein,
Implement to be temporarily increased the fuel from above-mentioned Fuelinjection nozzle when restarting fuel injection from above-mentioned fuel cut-off
The high concentration igniting of emitted dose,
After the igniting of above-mentioned high concentration terminates, compression ratio when making the compression ratio revert to above-mentioned normal.
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| PCT/JP2014/082482 WO2016092625A1 (en) | 2014-12-09 | 2014-12-09 | Control device for internal combustion engine |
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| CN107002563A true CN107002563A (en) | 2017-08-01 |
| CN107002563B CN107002563B (en) | 2020-06-12 |
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| CN201480083858.7A Active CN107002563B (en) | 2014-12-09 | 2014-12-09 | Control device for internal combustion engine |
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|---|---|
| US (1) | US10087874B2 (en) |
| EP (1) | EP3232037B1 (en) |
| JP (1) | JP6260718B2 (en) |
| CN (1) | CN107002563B (en) |
| BR (1) | BR112017011974B1 (en) |
| MX (1) | MX2017007163A (en) |
| RU (1) | RU2667573C1 (en) |
| WO (1) | WO2016092625A1 (en) |
Cited By (2)
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| CN111836955A (en) * | 2018-03-16 | 2020-10-27 | 株式会社 Ihi | Engine for ship |
| CN113853479A (en) * | 2019-05-24 | 2021-12-28 | 日产自动车株式会社 | Method and device for controlling internal combustion engine |
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- 2014-12-09 WO PCT/JP2014/082482 patent/WO2016092625A1/en active Application Filing
- 2014-12-09 US US15/534,909 patent/US10087874B2/en active Active
- 2014-12-09 RU RU2017124090A patent/RU2667573C1/en active
- 2014-12-09 MX MX2017007163A patent/MX2017007163A/en unknown
- 2014-12-09 CN CN201480083858.7A patent/CN107002563B/en active Active
- 2014-12-09 EP EP14908062.4A patent/EP3232037B1/en active Active
- 2014-12-09 BR BR112017011974-9A patent/BR112017011974B1/en active IP Right Grant
- 2014-12-09 JP JP2016563317A patent/JP6260718B2/en active Active
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| JP2009250163A (en) * | 2008-04-09 | 2009-10-29 | Toyota Motor Corp | Controller of variable compression ratio internal combustion engine |
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Also Published As
| Publication number | Publication date |
|---|---|
| JP6260718B2 (en) | 2018-01-17 |
| WO2016092625A1 (en) | 2016-06-16 |
| BR112017011974A2 (en) | 2017-12-26 |
| EP3232037A1 (en) | 2017-10-18 |
| JPWO2016092625A1 (en) | 2017-05-18 |
| US10087874B2 (en) | 2018-10-02 |
| RU2667573C1 (en) | 2018-09-21 |
| US20170350342A1 (en) | 2017-12-07 |
| EP3232037A4 (en) | 2017-12-13 |
| CN107002563B (en) | 2020-06-12 |
| MX2017007163A (en) | 2017-08-28 |
| EP3232037B1 (en) | 2019-01-30 |
| BR112017011974B1 (en) | 2022-02-01 |
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